Side construction for cars.



PATENTED SEPT. 25, 1906.

E. I. DODDS. SIDE CONSTRUCTION FOR CARS.

APPLIOATION FILED 0OT.30, 1905.

3 SHEETS-SHEET 1.

|||| lllw NN i PATENTBD SEPT. 25, 1906. E. I. DODDS.

SIDE CONSTRUCTION FOR UARS.

APPLICATION FILED 00130, 1905.

s SHEETSSHEET 2.

3 W 50 I (a 0 O G O Q G 0 G 0 0 G PATENTED SEPT. 25, 1906.

I. DODDS.

SIDE CONSTRUCTION FOR CARS.

a SHEETS-SHEET 3 APPLICATION FILED 00130, 1905.

Lg? i UNITE STATES I ATENT OFFICE.-

E'IIIAN I. IJOUIIS, OF PULLMAN, ILLINOIS. ASSIHNOF TO THE PULLMAN COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

SIDE CONSTRUCTION FOR CARS.

Specification of Letters Patent.

Patented Sept. 25, 1906.

Application filed OctoberBG 1905- Serial No. 285,150.

To all In/1.11m it III/ILI/ (mime/'11,.-

Be it known that I, ll'ruAx l. Dorms, a citizen of the United States, residing at Pullman, in the county of (look and State of Illinois, have invented certain new and useful linprovements in Side Constructions for (ars, of which the following is a specii' tat ion.

Ordinarily a pressed or rolled side sill with an integral upper flange of the same thickness as the body of the sill is unsatisfactory. because such a flange has not strength enough to satisfactorily perform its function where the sill is of the usual length. To remedy this defect,I employin my present invention in addition to the integral upper compressionflange of the sill a longitudinal angle-bar, the floor-plates of the car-body being 'disposed between and fastened to the flange and bar. ()wing to the fact that in such a construction the floorplates do not require bending to provide flanges whereby they may be secured to the car sides, plates of thinner metal and poorer quality may be made use of and give satisfaction. The top flange of the side sill. the upper flange of the cross-Inatrer or bodybolster, a portion of the reinforcing anglebar, and the floor-plate are grouped so that they may be readily riveted together, securing a strong construction with comparatively few rivets.

Another advantage of my invention re sides in the fact that the sides and ends of the car-b may be fastened together be fore they .te attached to the umlerframc, and the metal body can be easilyremoved and replaced by a wooden superstructure, if

desired.

To strengthen the side stakes, each of which preferably has an integral hollow rib, I employ a reinforcing strap or band around each where it is subjected to the greatest strain.

In the accompanying drawings 1 have illustrated my invention, wherein Figure 1 is a plan view, partly in section, of a car embodying my invention. Fig. 2 is a side elevation of the same. Fig. 3 is a vertical cross-section on the line 3 3 of Fig. 1 as viewed in the direction indicated by the arrows. Fig. 4 is a fragmentary vertical transverse section on the line 4 4 of 2. Fig.6 is an enlarged vertical cross-section of a portion of the car, illustrating the lnanner in which the floor-plates are attached.' Fig. 6 is a fragmentary cross-section of a car, illustrating in section a form of reinforcing-strap for the car-stake. Fig 7 is a face View of the stake, its strap, and a portion of the car side shown in Fig. 6. Fig. 8 is a cross-section of a portion of the car, illustrating a modified form of reinforcing or strengthening strap. Fig. l) is a face view of the construction shown in Fig. 8, and Fig. 10 is a horizontal cross-section on the line If) 10 of Fig. 8.

The underframe of the car includes the twin spaced channel center sills 12 12, to the outer faces of which are attached body-bob ster beams 13 13, having integral upper and lower flanges 14 and 15, respectively. Angle-plates It; secure the inner ends of beams 13 to the center sills, while angle-plates l7 fasten the outer ends of the beams to bellied channel side sills 18, the latter having their flanges extended inwardly. The transoms or cross-bearers 13 as illustrated in Fig. 4 are substantially the same in construction as the bolster-beams shown in Fig. 2-3 and are secured to the sills in the same manner. A longitudinal reinforcing or stiffening angle bar 1!), Figs. 2), t, and 5, is disposed above the upper flange 20 of each side sill its, the outer edges of floorplates 21 being placed between the angle-bar and sill, rivets 1U holding the augle-bars, floor-plates, upper flanges of the side sills, and upper flanges of the bolsters or transoms together. The outer ends of the bolster-beams rest upon the lower flanges 20 of side sills IS, and the flanges and are riveted together. Side plates 22 are attached near their lower edges to the vertical strips of angle-bars It), the rivets securing them in place also passing through the flanges 2i of the side stakes 23, each of which has an integral hollow tapered rib 24, which is deepest at the point on a level with the top of the cross-bearers or bolsters. As is shown in Fig. 5, the outer surfaces of the side plates 22 and webs of the side sills are flu-r11, so that the lower portions of the side stakes 23 may be readily attached to the sills by means of rivets 25, which pass through their flanges, the webs of the side sills, and also angle-plates 17. At the top of the sides and ends the usual coping angle-bar 25 is provided, the same having corner-plates 26, as is customary.

IOC

The modified structure shownin Figs. 6 and 7 is substantially like that illustrated in Figs. 1 t0 5, inclusive, ,except that the side stakes are each provided with a strengthening band or strap 27, which is curved to neatly fit the curvature of the stake-rib and which has projectin flanges 28, secured to the side of the ear by means of rivets 28 passing through the upper portions of the flanges, the flanges of the side stake, the side of the car, and the vertical portion of the strengthening angle-bar. Additional rivets 28 pass through and, fasten together the lower portions of flanges 28, the flanges of the side stal re, the Web of theside sill, and one portion of the angle-plate which secures the o liiter end of the transom or bolster to the s1 In Figs. 8, 9, and 10 there is illustrated a modified form of band or strap, which may be readily made from a flat bar by bending it to the proper shape. Its central portion comprises a curved band 29, adapted to fit the rib of the stake, the ends of the band being warped and bent inwardly and disposed between the upper flange 20 of the side.

sill and the floor-plate 21', the rivets which. fasten strengthening angle bar 19, floorplate 21, and flange 20 of the side sill passing also through the ends 230 of the strap and securely holding the same in place.

It is apparent that a car constructed in this fashion has a longitudinal bar which re inforces the integral top flange. of the side sill, that the sides and ends of the car can be re.- moved from the underframe while fastened together by cutting a comparatively small number of rivets, that no flanges are. needed on the floor-plates, and that provision is made for strengthening the side stakes where they are most likely to bend.

To those skilled in the art modifications will be evident in thisconstruction, whichwill not depart, however, from the substance of my invention as defined by the following claims.

This patent is intended to embrace only so much of the disclosure. made herein as is covered by the claims.

a side plate secured to said bar, and a side stake secured to said bar and side plate and to said side sill, substantially as described.

3.' In a railway-car, the combination of a side sill having an integral top flange, a longitudinal angle-bar disposed above and running lengthwise of said sill, a floor-plate dissaidsill and to thehorizontal portion of said angle-bar, a side; late fastened to the vertical portion of sai angle-bar, and a s1de stake bar and to said side plate and side sill, substantially as described.

side sill having an integral top flange, a transouter end of said transverse beam, a longitudin al angle-bar, afloor-plate disposed between and secured to the flange of said sill and to said angle-bar, a side plate, a side stake, rivets holding together said side stake, side plate and vertical portion of said angle-bar, and other rivets holding together said side stake, side sill and angle-plate, substantially as described. i

. In a railway-ear, the combination of a side sill having a top flange, a transverse beam having a top flange, a longitudinal angle-bar, a floor-plate disposed between said angle-bar and top flange of said side sill, and one or more rivets passing through and holding together the flanges of said side sill and transverse beam, the. angle-bar, and floorplate, substantially as'describ'ed.

6. In a railway-car, the combination of a side sill having integral top and bottom flanges, a transverse beam having top and bottom flanges, a longitudinal angle-bar, a floor-plate disposed between said longitudinal angle-bar and the top flange of said side sill, rivets passing through and holding together said angle-bar, floor-plate, top flange of said side sill, and top flange of said transverse beam, and other rivets fastening together the lower flanges of said sill and beam, substantially as described.

7. In a railway-car, the combination of a side sill, a longitudinal angle-bar disposed above said side. sill, a side plate, a ribbed stake, and a strengthening-strap fitting over the rib of said stake and secured to said angle-bar and side sill, substantially as dc scribed.

\(Vitnesses:

Funnnmmc (l. (foonwm, WALTER M. FULLER.

posed between and fastened to the flange of 4. In a railway-car, the combination of a' verse beam, and angle-plate fastened to the,

cured to the flange of said sill and to said bar,

fastened to the vertical portion of said angle- ICO 

